Hand control throttle system

ABSTRACT

A hand control throttle system includes an actuating mechanism and a sensor. The system is mounted to a standard steering wheel for a vehicle, so that a disabled driver can operate the throttle using a single hand (either right or left) while the hand is also holding the steering wheel.

RELATED APPLICATION

This application is a continuation of Ser. No. 14/215,000, filed Mar. 16, 2014, which claims priority to U.S. Provisional Application No. 61/801,841 filed on Mar. 15, 2013. The contents of the applications are hereby incorporated by reference.

BACKGROUND OF THE INVENTION

Motorized vehicles are controlled by the use of a throttle, brake, and steering assembly. The throttle controls acceleration, and for gas engine vehicles generally control the flow of fluid entering the engine. The brakes slow down the vehicle, and the steering assembly controls the direction of the vehicle. Traditionally, the steering assembly includes a steering wheel that is located in front of the driver, so that the driver can turn the wheel with his or her hands. The throttle pedal and brake pedal are located at the floor of the vehicle, so that the user or driver can actuate them by pressing and releasing with the right foot. A throttle cable and brake cable are respectively attached to the throttle and brake pedals, to transmit the action taken by the driver. In current vehicles, the throttle is connected to an electrical wire that carries an electrical signal to an Electrical Control Module (ECM) for the vehicle. The ECM receives the control signal on the wire and controls acceleration based on the received control signal.

However, operation of these components can be difficult or impossible for disabled persons that affect the hands and feet. Such disabilities include debilitating diseases like arthritis, and persons with missing limbs. Accordingly, a vehicle control assembly is needed that is reliable and easy to use by disabled persons, and especially persons with disabilities that affect the feet.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a top view of the throttle system in accordance with an embodiment of the invention positioned on a steering wheel;

FIG. 2 is a front view of the throttle system of FIG. 1;

FIG. 3 is a side view of the throttle system of FIG. 1;

FIG. 4 is a rear view of the throttle system of FIG. 1; and

FIG. 5 is a view of the mounting frame for the throttle system of FIG. 1.

FIG. 6 is a side view of the system mounted to a steering column.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In describing the preferred embodiments of the present invention illustrated in the drawings, specific terminology is resorted to for the sake of clarity. However, the present invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose.

Turning to the drawings, FIG. 1 shows a hand control throttle system 5 in accordance with an embodiment of the present invention. The system 5 includes an actuating mechanism 100 and a sensor 200. The system 10 is mounted to a standard steering wheel 10 for a vehicle, so that a disabled driver can operate the throttle using a single hand (either right or left) while the hand is also holding the steering wheel. The steering wheel 10 is best shown in FIGS. 2-4.

Returning to FIG. 1, the actuating mechanism 100 is shown juxtaposed behind the steering wheel 10. The actuating mechanism 100 includes two arm-like paddles or levers 101 a, 101 b and a mounting frame 150. Each lever 101 has a respective main body 102 and an arm 110. The lever body 102 is flat and elongated, with a proximal end 103 and a distal end 104. The body 102 is wider at the proximal end 103 and narrower at the distal end 104. The proximal end 103 has a leading edge with gear teeth 106 that face inward toward the opposite lever body 102. The gear teeth 106 a of the first lever 101 a align with and cooperatively engage the gear teeth 106 b of the second lever 101 b.

The mounting frame 150 is substantially flat and rectangular in shape. It has a central circular opening that fits about the steering column of the vehicle. The mounting frame 150 is mounted to the steering column so that the frame 150 rotates as the steering wheel 100 and steering column rotate. The mounting frame 150 can be mounted in any suitable manner to the steering column. For instance, a circular sleeve with a central round opening can be fitted to be wedged between the steering wheel 100 and the steering column.

The arm 110 is connected to the main body 102, and includes a support arm 111 that leads upward to a transverse cross support member 114. One end of the cross support member 114 has an opening that receives a pivot pin (such as a screw). The opposite end of the cross support member 114 has a handle 112. In addition, the distal end of the main body 102 has an opening that also receives a pivot pin (such as a screw). The opening in the cross support member 114 and the opening in the body 102 are substantially aligned with one another. Accordingly, the arm 110 connects the main body 102 at the base of the device to the cross-support member 114 at the top of the device.

The handle 112 is positioned to be just inside (or outside) the steering wheel 10 so that it can be reached by a driver having his/her hands on the steering wheel 10. The handle 112 extends parallel to and spaced apart from the rotational axis of the steering wheel 10. The handle is sufficiently close to the steering wheel 10 so that the driver can reach it, but sufficiently spaced from the steering wheel 10 so that it does not interfere with the steering wheel 10, does not obstruct the driver, and allows for the handle 112 to be pulled inward to accelerate the vehicle.

The pivot pins 152, 154 pivotally mount the arm 110 to the frame 150. Accordingly, the lever body 102 is pivotally connected with respect to the wheel 10, so that the gear teeth 106 rotate transversely (to the left and right in the embodiment of FIG. 1) with respect to the sensor 200 and the rotational axis of the steering wheel 10. When the driver pulls the handle 112 inward toward the steering wheel 10, the actuating mechanism 101 pivots about the pivot pins 152, 154, and the main body 102 pivots such that the proximal ends 103 a, 103 b move outward. The vertical arms 111 position the handles 112 toward the top half of the steering wheel 10 while the main body 102 is at the bottom half of the steering wheel 10 so that it does not interfere with operation of the device. A tensioning spring 156 is positioned about the pivot pin 152 to bias the levers 101 so that the handles 112 are at their outermost position.

The sensor 200 has an elongated rectangular shape, but any suitable shape can be used. The sensor 200 is connected to an electrical wire that would normally be connected to the throttle pedal located at the floor of the vehicle. Instead, the wire is routed to be connected with the sensor 200. The wire carries a control signal from the sensor 200 to the ECM to control acceleration of the vehicle.

In one embodiment, the sensor 200 is a potentiometer that has a sensor pin that extends outward and backward (to the right in FIG. 1) from the sensor. The pin 202 travels along the length of the potentiometer (to the left/right in FIG. 5 and up/down in FIG. 1). The sensor 200 can be mounted to the top of the frame 150. As best shown in FIG. 5, a small elongated projection 160 extends outward and backward from the face of the rear face of the frame 150. The projection 160 has an opening that receives a connecting device, here shown as a metal connect rod 204. One end of the rod 204 is fixed in the projection 160 opening, and the other end of the rod 204 is engaged to the pin 202 of the sensor 200. As the handles 112 are moved inward toward the steering wheel 10, the projection 160 is pulled transversely outward (to the left in FIG. 4 or down in FIG. 1). The projection 160 in turn pulls the pin 202 of the sensor 200, which controls acceleration of the vehicle.

A stop that projects from the main body 102 can be positioned to stop rotational movement of the actuating mechanisms 101 at maximum and minimum positions.

In addition, because the levers 101 a, 101 b are engaged to one another by the gear teeth 106, both levers 101 a, 101 b move when either of the levers 101 a, 101 b is moved. Thus, as the driver pulls inward on one of the handles 112 a, both of the levers 101 a, 101 b will move and operate against the sensor pin. Thus, the driver only needs to be able to operate one of the handles 112 a, 112 b in order to operate the vehicle. The user can hold the steering wheel 10 and at the same time reach one or more fingers to grab the handle 112 and pull the handle 112 inward toward the steering wheel 10. The handles 112 a, 112 b are located to approximately be located at the optimal driving positions of 10 o'clock and 2 o'clock, but can be located at any suitable positions. It is noted that two actuating mechanisms 100 a, 100 b are provided. However, that only a single actuating mechanism 100 a, 100 b need be provided.

The levers 101 a, 101 b extend substantially the entire width (diameter) of the wheel 10, so that the handles 112 a, 112 b are accessible from both sides of the steering wheel 10. The levers 101 rotate as the wheel 10 rotates, or can be configured to remain stationary as the wheel 10 rotates.

It should further be apparent that although the throttle system 5 has been described for use with a gas powered car, it can be utilized with any vehicle, such as gas, diesel, natural gas, hybrid, or electric car. In addition, the throttle system 5 can be used with any vehicle having a steering mechanism, such as a boat, golf cart, go-cart, truck, heavy equipment or machinery, forklifts, payloader, or the like. It can also be used in a driving simulator or video game. In addition, the system 5 can be integrated into a vehicle or sold as a separate kit that is installed into a vehicle.

Though the sensor has been described to be a potentiometer, other suitable sensor can be utilized, especially a sensor that controls a vehicles speed and/or acceleration. For instance, a Hall Effect, or encoder can be used.

The description and drawings of the present invention provided in the paper should be considered as illustrative only of the principles of the invention. The invention may be configured in a variety of ways and is not intended to be limited by the preferred embodiment. Numerous applications of the invention will readily occur to those skilled in the art. Therefore, it is not desired to limit the invention to the specific examples disclosed or the exact construction and operation shown and described. Rather, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention. 

1. A vehicle throttle comprising: a steering wheel; a sensor having a pin; and an actuating mechanism having a body pivotally mounted and a handle extending outward from the body and positioned in close proximity to said steering wheel, wherein the handle can be pulled inward to pivot the body and actuate the pin.
 2. A hand control throttle for an automobile comprising: an automobile steering wheel; and an actuating mechanism coupled to the steering wheel and having a handle configured to actuated by a user hand while holding the steering wheel.
 3. The throttle of claim 2, wherein said actuating mechanism controls acceleration of the vehicle.
 4. The throttle of claim 2, further comprising a sensor coupled to said actuating mechanism, said sensor responsive to movement of said actuating mechanism to control acceleration of the vehicle. 